Draft gear for railway vehicles



Dec. 22,v 1936. H. EGEN 2,064,891

DRAFT GEAR FOR RAILWAY VEHICLES Filed May 8, 1934 f] g f5 f4 #fl/ 72,25

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Patented Dec. 22, 1936 UNHTED S'ii'i' PATENT GFIQE Heinrich Egen, Essen,

Germany, assigner to Fried. Krupp Aktiengesellschaft, Essen, Germany, a, corporation of Germany Application May 8, 1934, Serial No. '724,478 In Germany June 8, 1933 6 Claims.

'I'his invention relates to draft gear for railway vehicles and more especially to the so-called continuous draft gear.

One type of such draft gear consists of two alined rods extending substantially the full length of the vehicle and being joined together at their inner ends by a lost motion connection by means of which rigid connection is established between the rods after limited relative movement, such relative movement being opposed by a rod spring. One or more frame springs are provided to transmit force resiliently from the draft gear to the vehicle and means are provided for transmitting force rigidly from the draft gear to the vehicle after full compression of the frame spring. Means are also provided for transmitting force from the draft gear through the rod spring after predetermined unitary movement of the two rods. The frame spring is of less strength than the rod spring and, therefore, yields before the rod spring, by reason of buffing force applied to one rod only.

An object of this invention is a draft gear of the type above described in which full compression of both the rod spring and the frame spring is effected upon the establishment of'rigid connection between the draft gear and the vehicle, thus utilizing the full operating capacity of the springs.

Other objects, novel features and advantages of this invention will be apparent from the following speciflcation and accompanying drawing, wherein:

Fig. 1 is a side View partially in section of a perviously known structure;

Fig. 2 is a side view partially in section of one embodiment of the invention;

Fig. 3 is a view similar to Fig. 2 with a force applied to the draft gear in one direction, and

Fig. 4 is a view similar to Fig. 2 of another embodiment of the invention.

.1n the modification disclosed in Fig. 1, two rods I and 2 are yieldingly connected together by a rod spring 3. The rod spring 3 bears against followers 4 and 5 m'ounted to slide longitudinally onthe ends of the rods 2 and I and being pressed by the rod spring 3 against abutments 5 and 'I on the rods. The followers il and 5 and the abutments B and l are alternately connected by draft rods 8 and 3. The stroke f2 of the rod spring 3 is limited by an abutment pipe IIJ extending from the follower Il toward the follower 5.

The draft gear is connected to the vehicle by means of one or more frame springs l I arranged for example on the rod I between followers I2 and I3 longitudinally slidable on said rod, the frame spring being of less strength than the rod spring.

These followers are pressed by the spring II against stops I4 and I5 on the underframe I3 of the vehicle. Upon movement of the rod I, the followers I2 and I3 are displaced by abutments Il and I8 provided on the rod I, thereby compressing the frame spring II. The stroke ,f1 of the frame spring I I is limited by an abutment pipe I9 extending from the follower Ill toward the follower I5.

Upon the simultaneous application of draft or buif forces on the rods I and 2, the rod spring 3 is compressed, whereas a draft or a buff force applied only to the rod I or the rod 2 is taken up chiefly by the frame spring I I. However, means are provided for utilizing the rod spring 3 to assist in taking up buff force applied to one rod only. A stop 2U is provided on the under frame I6 which is engageable by the follower l! upon movement of the draft gear to the left and the distance f3 between the stop 23 and the follower 4 in its normal position is equal to the difference between f and f2. Thus, in the event of a buff force on the rod I, the springs 3 and I I will be fullycompressed, by the time that the follower I5 engages the tube I9 and the ends of the rods I and 2 engage each other, thus rigidly connecting the draft gear to the vehicle. The full operating capacity of both springs is thus utilized in opposing the buff force applied to the rod I.

In order, however, to similarly utilize the springs 3 and II in the event of a buif force on the rod 2, the arrangement must be compressed to the extent of the sum of f1 and f2. These different strokes in the case of a buff force from one side and a buff force from the other side are undesirable. It is, of course, possible to equalize these strokes by limiting the stroke of the rod 2 or other means to the value f1. However, in such case there would arise the further disadvantage that the full operating capacity of both springs could not be utilized.

In the embodiment shown in Figs. 2 and 3, the arrangement is such that a buff force applied to either the rod 30 or the rod 3I results in full compression of both springs when rigid connection is established between the draft gear and the vehicle. In this embodiment, the rods 30 and 3l are yieldingly connected together in the same manner as in Fig. l by a rod spring 5T. The rod spring 51 bears against spring followers 58 and 59 mounted for longitudinal movement on the ends of the rods 38 and 3l. The rod spring 51 presses the followers 58 and 59 against abutments BIJ and 6I on the rods 38 and 3|. The followers 58 and 59 and the abutments 60 and 6I follower 58.

- plate 21.

are alternately connected by draft rods 62 and 63 so that the simultaneous application of any draft force on the two rods 30 and 3| results in compression of the spring 51. The stroke f2 of the rod spring 51 is limited by an abutment pipe 64 which extends from the follower 53 toward the The follower 59 is spaced a distance f3 from a stop 24 on the under frame 24.

A pair of followers l2 and 2l are mounted on the rod 3l) between abutments l1 and 29 and. a spring 22 is interposed between the followers. 'I'he stroke of the frame spring 22 is limited by an abutment sleeve I9 extending from the follower I2 toward the follower 2|. A plate 21 is loosely mounted on the rod 35 and is engageable with the stop 23 on the under frame 24. A sleeve 25 has one end engaging the plate 2.1 and the other end engaging the follower 2|. In suitable grooves 23 in th-e plate 21 aremounted two semi-circular levers 25, forked at their inner ends to straddle the rod 3D and lying in the path of the abutment 34. The follower I2 is engageable with a stop i4 on the frame 24.

When a buif force is applied to the rod 34, the mode of operation of this embodiment is similar to that of Fig. 1. However, in the case of a buff force on the rod 3|, abutment 29 engages the forked ends of the levers 26 to rotatethe same, thereby pushing the sleeve 25 to the left to move the follower 2| toward the follower |2. The inner ends ofthe lever 26 are located at a distance f2 from the face of the plate 21 and the abutment 29 is spaced at a distance f3 from the face of the Thus, when the follower 29 moves into engagement with the plate 21, the sleeve 25 and follower 2| are moved toward the follower I2 a distance f2 (see Fig. 3). Thus, upon movement of the rod 3| through the distance f1, both springs are completely compressed and rigid relationship is established between the draft gear and vehicle as shown in Fig. 3.

In the embodiment disclosed in Fig. 4, the rod spring 32 is mounted within the frame spring 33 and bears against followers 34 and 35 toforcel them toward the'abutments 33 and 31 on the rods 42 and 43. The rod 43 is provided with an abutment 54 engaged by a plate 46. A tube 38 surrounds the rod spring and has a flange 39 at one end engaging the outer face of the follower 34 and a flange 4B at the other end engaging the outer face of a collar extending from the abutment 31.

The inner end 4| of the rod 42 is enlarged and is `provided with a flange 55 engaging the follower 35. The enlarged end 4| is also provided with a hole in which is received a pin 66 extending 4from the inner end of the rod 43.

The frame spring 33 has one end engaging a guide sleeve 44 which rests against the face of a plate 46 mounted on the rod 43 and engaging the abutment 54.

In suitable recesses in the plate 45 are provided semi-circular levers 45 having forked ends straddling the rod 43. The plate 46 also engages a stop 41 `on the under frame 43. On the left side, the frame spring 33 bears against follower 49 which bears both against a stop 50 on the frame 43 and against a flange 5| on the tube 33. A sleeve 55 surrounds the frame spring together with the plate 45, sleeve 44 and follower 43. Upon the application of buff force simultaneously to both rods 42 and 43, relative movement of the rods is opposed by the rod spring 32 through the medium of abutment 31, follower 35, follower 34 and abutment 33. Upon the application of draft force simultaneously to rods 42 and 43 relative movement thereof is opposed by the rod spring 32 through the medium of the abutment 31, tube 38, follower 34, follower 35 and head 4|. A buff force applied to the rod 43 is transmitted through the abutment 54, plate 46, follower 44, frame spring 33, follower 49 and stop 50 to the vehicle. After the pipe 38 engages the abutment 53, force is transmitted from the rod 43 through the abutment 31, follower 35, rod spring 32, follower 34,

tube 38 to the stop 53. The distances f1, f2 and f3 are such that the rod and frame springs are fully compressed upon the establishment of rigid relationship between the draft gear and vehicle. On the application of a buff force on the rod 42, force istransmitted through the abutment 36, follower 34, rod spring 32, follower 35, abutment 31, tube 33, follower 4S, frame spring 33, guide sleeve 44, plate 45 and stop 41 to the vehicle. The levers 45 are moved by the abutment 31 to displace the sleeve 44 to the left a distance f2 equal to the extent of relative movement of the two rods or a stroke of the rod spring, the distance f3 of the abutment 31 from the inner ends of the levers 45 being equal to the spacing of the tube 38 from the stop 53 and the distance f1 being equal to the stroke of the frame spring.

In each of the modifications, the distance f1 equals the sum of the distances f2 and f3, so that upon application of buff force to one rod only rigid relation is established between the draft gear and the vehicle only upon full compression of both the rod spring and the frame spring, thus making full use of the capacities of both springs.

I claim:

1. A draft gear for vehicles comprising a frame extending longitudinally of the Vehicle, a rod extending longitudinally of the frame, abutments on said rod, followersI engageable with said abutments, a spring interposed between said followers, stops on said frame, one of said stops being directly engageable by one of said followers, an extensible spacing member interposed between the remaining stop and follower, means actuated by said rod on movement thereof in one direction to extend said spacing member, and means for limiting movement of said followers toward each other.

2. A draft gear for vehicles comprising a frame extending longitudinally of the vehicle, a rod extending longitudinally of the frame, abutments on said rod, followers engageable with said abutments, a spring interposed between said followers, stops on said frame, one of said stops being directly engageable by one of said followers, a two-part spacer interposed between the remaining follower and stop, means actuated by said rod on movement thereof in one direction to move one spacer part relative to the other spacer part, and means for limiting movement of said followers toward each other.

3. A draft gear for vehicles comprising a frame extending longitudinally of the vehicle, a rod extending longitudinally of the frame, abutments on saidrod, followers engageable with said abutments, a spring interposed between said followers, stops on said frame, one of said stopsl being directly engageable by one of said followers, a twopart spacer interposed between the remaining follower and stop, arcuate levers supported by one spacer part with one of said ends engaging the other spacer part and the remaining ends in position to be engaged by one of said abutments to effect movement of the second spacer part away from the first spacer part, and means for limiting movement of the followers toward each other.

4. A draft gear for railway vehicles comprising a frame extending longitudinally of the vehicle, a rst and a second rod arranged in alinement and extending longitudinally of the frame, abutments on said` rods, a follower engageable with each abutment, a rod spring interposed between said followers, inter-engaging flanges on the first rod and the follower on the second rod, a tube surrounding said rod spring and having a flange engaging the outer face of the second rod abutment and another ange engaging the outer face of the rst rod follower, a frame spring surrounding said tube, followers engaging the ends of said frame spring, a ange on said tube engaged by one of said last-named followers, stops on said frame, one of said stops being engaged by one of said last named followers, a spacer interposed between the other stop and the other last named follower, arcuate levers supported by said spacer and having one set of ends engaging said last-named follower and the remaining set of ends engageable by the second rod abutment, an additional abutment on the second rod engageable with the outer face of said spacer, and means for establish-ing rigid relation between the draft gear and the fra-me upon full compression of both said springs.

5. A draft gear for railway vehicles comprising a frame extending longitudinally of the vehicle, a rst and a second rod arranged in alinement and extending longitudinally of the frame, abutments on said rods, a follower engageable with each abutment, a rod spring interposed between said followers, inter-engaging flanges on the rst rod and the follower on the second rod, a tube surrounding said rod spring and having a ange engaging the outer face of the second rod abutment and another flange engaging the outer face of the rst rod follower, a frame spring surrounding said tube, followers engaging the ends of said frame spring, a ange on said tube engaged by one of said last-named followers, stops on said frame, one of said stops being engaged by one of said last-named followers, a spacer interposed between the other stop and the other last-named follower, means actuated by said second rod upon movement thereof in one direction to move said follower away from said spacer, and an additional abutment on said second rod engageable with the outer face of said spacer, and means for establishing rigid relation between the draft gear and the frame upon full compression of both said springs.

6. In a draft gear for vehicles comprising a frame extending longitudinally of the vehicle, a rod extending longitudinally of the vehicle, two stops on said frame, members engageable with said stops, a spring tending to maintain said members in engagement with said stops, one of said members being expansible, means for moving the other member toward the expansible member upon movement of said rod in one direction, expanding means for said expansible member, and means on said rod engageable with said expanding means to actuate the same.

HEINRICH EGEN. 

